Street-railway switch.



PATENTED JUNE 23, 1903.

J. E. SCOTT. STREET RAILWAY SWITCH.

APPLICATION FILED JAN. 2?, 1903.

2 SHEETS-SHEET 1.

H0 MODEL.

m; was: PETzns w. movouma. WASHINGTON, o. c.

PATENTED JUNE-'23, 1903r J. E. SCOTT. STREET RAILWAY SWITCH.

APPLIOATIOK FILED JAN. 27, 1903 TQHEETS-SHEET 2-.

K0 MODEL.

UNIT STATES Patented June 23, 1903. PATENT OFFICE.

JAMES E. SCOTT, OF LOUISVILLE, KENTUCKY, ASSIGNOR OF TlVO-TI-IIRDS TO BENSON E. BROWN AND H. KIRK WHITE, JR., OF DETROIT, MICHIGAN.

STREET-RAILWAY SWITCH.

SPECIFICATION forming part Of Letters Patent N0. 732,011, dated June 23, 1903.

Application filed January 27, 1903. Serial No. 140,767. (No model.)

10 tall 1072,0777 it may concern:

Be it known that I,JAMES E. SCOTT, acitizeu of the United States, and a resident of Louisville, in the county of Jefferson and State of Kentucky, have made a certain new and usefulInvention in Street-Railway Switches; and I declare the following to be a full, clear, and exact description of the same, such as will enable others skilled in the art to which it appertains to make and use the invention, reference being had to the accompanying drawings, and to letters and figures of reference marked thereon, which form a part of this specification.

Figure 1 is a plan view of the track, showing the point-rails in position for movement of the carstraight ahead, the car devices being shown as in section on the line 1 1, Fig. 4. Fig. 2 is a similar view showing point-rails in position for movement of the car to the, right upon depression of key 7. Fig. 3 is a similar View showing point-rails in position for movement of the car to the left upon depression of key Z. Fig. 4 is a front elevation of the car devices for operating the switches. Fig. 5 is a section through such car devices on the line 5 5, Fig. 1. Figs. 6 and 7 are detail perspective views of the keys r and m.

This invention has relation to railwayswitches and means for operating the same; and it consists in the novel construction and combinations of parts,as hereinafter set forth.

Inthe accompanying drawings the letter a designates the rails of the main track, I) the rails of a right-hand track, and c the rails of a left-hand track, these side tracks bearing oif, respectively, to the right and left from the main track. At the switch in the construction illustrated the right-hand rail of the right-hand track and the left-hand rail of the left-hand track are continuous and fixed. These are the outer rails of the switch arrangement, and all the other track-rails terminate in points at the switch, such points presenting between the outer continuous rails, as shown. The main track has a continuous point cZ near the inception of the bend of the outer rail to the left and a long movable or pivoted point-rail e near the beginning of the bend of the outer rail to the right. The righthand track has a fixed point fnear the inception of the bend of the outer rail to the left, but a little to the right of the point d of the main track. The left-hand track has a long movable or pivoted point-rail g near the pointrail 6, but inside of the same, and presenting its extremity farther along toward the straight main-track rail. It is therefore apparent that while the main track at the switch presents two points, one fixed and one movable, one side track presents a continuous rail and a fixed point and the other side track presents a continuous rail and a movable point. A stop it serves to limit the movement inward of the latterpoint. In the construction illustrated the movable point-rails are located on the right; but they might be located on the left in a reversed construction or to accommodate a car having its operative devices on the left-hand side.

In the construction illustrated the operative devices of the car K are on the righthand side. These devices consist of the depression-keys Z, m, and T, which are normally held in raised position by their springs s. These keys have preferably vertical stems or shanks 75, arranged in guides of the frame of the car, and are provided with pedal ends 1), presenting above the platform 12 of the car in order to provide ready means of operation by the motorman or engineer. Below the platform and near the track is provided a strong brace-guide to, having bearing-openings 2, 3, and 4, in which are located the keys Z, m, and 1". These bearings are apertures of the shape of the keys in horizontal section, and they serve to hold these keys to their work in an efficient manner, not only because of their form, which allows little or no play, but also because of their position close to the track-rails and points of the switch.

The movable point-rail e of the main track is provided with a lateral raised flange or projection 5, and the movable point-rail g of the left-hand track is provided with a lateral 5 raised flange or projection 6. These flanges or projections extend above the level of the tops of the point-rails, and each is formed with a channel z next its point-rail to take the flange of the wheel of the car as it passes forward.

The middle or main key m of the car is of angular or wedge form in front or from before backward, and when it is depressed as the car moves passes between the projections 5 and 6 of the movable switch-rails, separating them in such wise that While the lefthand'movable point-rail is moved inward out of the way the main-track movable pointrail is moved up against the main-track outer rail at the bend, so that the wheels of the car are directed onto the continuation of the main track at the switch.

The left-hand key Z of the car is of laterally-slanting form on its inside face, which is presented as inclined from left to right from before backward in such wise that when depressed as the car moves forward it will engage the projection 6 of the movable pointrail of the left-hand track, moving the same outward to the main-track rail and carrying with it the movable point-rail of the main track. In this manner the movable pointrail of the left-hand track governs the position at the switch, guiding the car on the lefthand track.

The right-hand key r of the car is also of laterally-slanting form, but having an opposite inclination to that of the key l, being inclined from right to left from before backward in such wise that when depressed as the car moves forward it will engage the projection 5 of the movable point-rail of the main track, moving it to the left, so that the wheels of the car will continue on the right-hand side track, being held thereto by the flange 5 of the movable point-rail 6.

It is apparent that the keys and flanges of the movable point-rails must be strongly con structed, because through their engagement not only are the movable point-rails placed in proper position, butalso because by such engagement the front wheels of the car are positively guided to the proper tracks at the switch. v

Having described this invention, what I claim, and desire to secure by Letters Patent, 1s-

1. In a switch, the combination with the outer bent continuous track-rail on one side, of the movable point-rails inside the same, one longer than the other, and the upward lateral flanges of said point-rails raised above the level thereof, and having each a channel next its point-rail, substantially as specified.

2. In a switch, the combination with the movable point-rails, and their upward lateral flanges or projections channeled next their respective point-rails, of the brace-guide of the car near the track, the main wedge-form depression-key, the laterally-inclined depression-keys and their springs, substantially as specified.

In testimony whereof I affix my signature in presence of two witnesses.

JAMES E. SCOTT.

Witnesses:

WALTER KOHN, B. M. OVERMYER. 

